Air-brake



2 Sheets-Sheet l.

(No Model.)

S. R. KNEELAND.

AIR BRAKE.

No. 851,383. Patented Oct. 26,1886.

Ny FEYERS, Phomulhngnphar. wnhlngmn, D. C.

2 Sheets-Sheet 2.

(No Model.)

S. R. KNEEL-AND.

AIR BRAKE.

Patentd Oot. 26, 1886.

N.- Firms Phneumngmph-r. wmingm. o. c.

circumstances.

ATENT filfrricn.

SYLVAXUS KNEELAND, OF BOSTOX, MASSACHUSETTS.

AIR-BRAKE.

SPECIFICATION forming part of Letters Patent No. 351,383, dated October 26, 1886.

Application filed' Dece uber 2, 1885.

To @ZZ whom it may cfncern.:

Beit known that I, SYLvANUs RKNEELAND, a citizen ofthe United States, residing at Boston, in the eountyof Suffolk and State of Massach usetts, haveiuvented certain new and useful Improvements in Ail-Brakes for Railway- Cars; and I do hereby declare the following to bea full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to letters or iignres of reference marked thereon, which form a part of this specification.

My invention relates to that class of airbrakes which are known as automatici7 and it consists in anovel construction and arrangement ofthe parts, as hereinafter more fully set forth and described, by which a more et'- fective apparatus and system of the class above premised is produced than is now ordinarily employed, and by means of which the brakes are prevented from creeping77 This latter is occasioned by the pressure in the main airsupply pipe leading from the pump becoming less than the pressure in the auxiliary or storing reservoir, due to various existing causes and Iiurthermorenny device is so arranged that unless the brakes are to be intentionally set or operated no movement of said device containing my improvements will occur, and any air passing` from the auxiliary to the brake cylinder will be diverted and escape to the atmosphere, hence while the position of the various parts so remain it is impossible to set the brakes, as the brakeleylinder is rendered inoperative by the escape of the compressed air-the actuating agent.

The nature and operation of the improvement from the description following will be readily understood by all conversant with such matters.

Figure l is a plan view showing the relative arrangement of the valves; Fig. 2, a vertical section taken on line .fr rv in Fig. l. Fig. 3 is avertieal section on line g/,y in Fig. l, and Fig. 4 is an enlarged section ofthe main valve. Fig. 5 is a general plan oi' an air-brake system embodying my invention, while Fig. 6 is a vertical section of a triple valve,77 so called, which is sh own for convenience of reference in Serial No. 18m ll. (No model.)

the description ofthe invention; and Fig. 7 is a plan View, partly in section, on the line 3 3 of Fig. 4.

In the drawings, A represents what I term the main valve, B, a valve-chamber within which operates the auxiliary valvej, while C is a cheek-valve. The main valve is located between the main air-supply pipe D and the triple valve S, and, as shown, is connected to 6o pipe is inserted a check-valve, G, so disposed 7c as to prevent air returning to the triple valve from the brake-cylinder A2, but will permit free passage of air to the latter from the aux` iliary cylinderAioactivelyoperatethebrakes. rIhe valve-chamber B is interposed between the pipe H and main valve A, being properly coupled therewith bythe T (shown at J) and other suitable connections, it being understood that all of the paris mentioned are so unitedh as to communicate with each other.

The case of the 'main valve is made in two sections, b l, which are screwed together as shown at n1, while a iiexible vannular diaphragm, f, is secured between them. An annular valve-seat, r, is centrally mounted on the diaphragm f by means of the washer fi, nut t, and screw k, said washer resting on the bottom or inner face o1" section b when the valve is closed, as shown in Fig. .4..

A hub, o, projects from the center ofthe 9o part forming the valve-seat, said hub being centrally bored and screwthreaded to receive the screw lf. Disposed around the hub o there is a coiled spring, a, and resting against the outer end of this spring is a metallic disk, u.

A leather disk, d, is placed outside the metallic disk u, which rests on the valve-seat r, and. outside of the leather disk thereyis a similar metal one, fw, which is slightly smaller than the disk d, the disks d 10 being provided with a series of holes or air-ducts, e, opening against the outer side of the metallic disk a. Ashoul- IOO der, g, is formed on the screw 7c, and when said screw isturned fully into the hub c the disks el w will be clamped between said shoulder and the metallic disk a, which latter rests 'against the outer end of the spring a, and is adapted to move back and forth slightly on the body of said screw between the top of the hub c and disk d as the spring is compressed and expands. A series of air holes or ducts, y, are formed in the washer z', diaphragm f, and seat r, so that when the air is forced from the main supply pipe D into the valve through theu induction-pipe T it will pass through said ducts and out under the edges'h of the disk d, said disk yielding tp permit the air to pass int-o the chamber N of the valve only after movement of said valveand diaphragm, .and thence through the pipe E into the triple valve S.

The screw 7c is elongated to form the stem lL, which is fitted to slide in the elongated nipple O, on sectionl of the valve A, and in a screwplug, M, inserted in the outer end of said nipple, apacking, l?, being inserted beneath said plug to cause the stem to work air tight in said nipple.

The Valve proper, j, located in the valvechamber B, opens in the direction of the pipe H, and is tted with a stem, p, adapted to engage the stem L in the valve A. A stop-cock, Q, is attached to the valve-chamber B, said stop-cock ordinarily being left open during the working of the brake. x

The check-valve C is of ordinary construction, as shown in Fig. 3, and opens in the direction of the brake-cylinder A2, while the same valve prevents return of air to the auxiliary air-tank A, (shown as adjoining and connected with the triple valve in the usual manner.)

It is well known that in automatic airbrakes the brakes are very liable to gradually creep on77 or become set7 accidentally by the independent action of the triple valve;and to obviate this objection or difficulty is the design of ,my presentinvention. This creeping or setting i of the brakes,7 so-called, can readily bel understood by reference to Fig. 6, which shows the triple valve S. rllhis triple valve contains a piston, 2, working in the chamber 3, and operates a slide-valve, 4:. Air lenters from the pipes D T through the fourwaycock into receiver 6, and thence passes to the chamber 3, forcing the piston up and uncovering a small feed-duct in the upperpart of the chamber, which permits air to iow past the piston into the auxiliary reservoir A, while at the same time there is an open communication from the brake-cylinder A2 to the atmosphere by means of the valve 7' and discharge-cock Q. Air will continue to flow into ,the auxiliary reservoir until it contains the same pressure of air as the main brake-pipe D, when the piston 2 is maintained in an upton descends it moves with it the slidevalve 4, so as to permit air to flow directly from the auxiliary reservoir A into the brake-cylinder A2, which forces the pistons within the latter to advance and'set the brakes. The result is a consequence of the sudden diminution of' .the pressure in the main pipe, whereby the valve A is operated to close the valve j. Thus the latter prevents escape of any air through the cock Q, and the brake cylinder A2 is actively operated. The brakes are released by again increasing the pressure'of the air in the main pipe D by aid ofthe pump, (not shown,) which pressure becoming greater than that in the auxiliary reservoir A forces the piston 2 back or upward, recharging the auxiliary reservoir A,4 and at the same time permits air in the brake-cylinder to escape by closing communication between the brake-cylinder A2 and the cylinder A and simultaneously opening the valve j at the time of opening the valve A.

To apply the brakes gently, a slight reduction is made in the pressure in the main pipe, which moves the piston down slowly until it is stopped by the coiled spring 7. At this point the opening 8 in the slide-valve is opposite the port 9, and allows air from the auxiliary reservoir A to feed through a hole in the side of the slidevalve, and thence bythe opening S into the brake cylinder A2 by way of the pipe H. When the pressure in the auxiliary cylinder A has been reduced, by expanding into the brake-cylinder A2 until it is the same as the pressure in the main brake-pipe D the graduating-spring 7 pushes the piston up until the small valve closes the opening 8. This causes whatever pressure is in the brake-cylinder A2 to be retained, thus applying the brakes with a force proportional to the reduction of pressure in the main brake-pipe. lVhen the train is in motion, in case the pressure in the main pipe D for any cause-as by leakage or otherwise-becomes less than that within the auxiliary cylinder A', the piston Qgradually drops, and with it theslide-valve 4,which opens communication between the cylinder A and brake-cylinder A2, by means of the pipes R,

IOO

IIS

duct 9, and pipe H, to gradually set the brakes.

so connect and arrange the valve Aand valvechamber B that the valvej may be opened by the stem of the valve A, and provide the stopcock Q as a leakage-opening to the valve j, and through it for the brake-cylinder A2.

In the use of my improvement, when the pressure is put on by the pump, the air enters the main valve A,raises the diaphragmf, forces the stem L forward into contact with the stem p of the valvej, and opens the latter, the diaphragm, being composed of leather, rubber, or other analogous material, yielding to permit the stem to advance, as described. After the stem L has advanced to its fullest extent and the valve j is opened, the air passing through the ducts y will raise the disk d from the seat r in the valve A, pass out under said disk at h into the chamber N, and thence through the pipe E to the triple valve and auxiliary air-tank A in the usual manner; but thestop` cock Q being open the air in the brake-cylinder A2 will rush back through the pipe H, close the check-valve C, and escape through the stop cock, thereby speedily and effectually relieving the brakes. It is evident the valve j will always remain open while the pressure is greater in the main air-pipe D than that in the auxiliary cylinder A. Furthermore, it is obvious that if the triple valve or piston 2 is accidentally operated to open the outlet from the auxiliary air-tank A to the brake-cylinder, thereby permitting air to pass to the latter through the valve C, the brakes will not be operated thereby, as the main valve Awill not move, except upon sudden escape ofl the air in setting the brakes, and the valve j remains open to permit escape of air through the stop-cock Q. The valve j being open and the brakes off, as described, if

now the air in the main pipe is released and the pressure suddenly reduced, the piston 2 in the triple valve S will drop, and communication is established between the triple valve and the brake-cylinder A2, thereby permitting the air to pass from the auxiliary air-tank A to the brake cylinder A2 and put on the brakes, the valve j being closed when the pressure is removed from the valve A. By closing the stop-cock Q and removing the check-valve C the brake maybe used as a direct airbrake in the usual manner. When the pressure is removed in the valve A, the air from the pipe E will pass through the ducts z and force the disk u down upon the spring a, thereby compressing said spring and escaping between the disks u d,by way of the duets y, into the pipe T, and thence into the main pipe D.

In making up trains, and also in coupling cars into trains on the road, when the cars are provided with the ordinary automatic airbrakes, the air-pressure is sometimes found to vary greatly in the brakes of different cars, thus rendering it difficult to operate the brakes satisfactorily. My invention overcomes this difficulty, the auxiliary valvej and leakageopening equalizing the pressure throughout the train.

As I have before premised, in the making up of trains it frequently occurs that two or more cars are coupled in which the auxiliary cylinders or air-reservoirs A vary greatly in pressure, and to illustrate the advantages of my invention I will assume that a ear, No. 20, carries the tank A', (shown in Fig. 5,) which is under a pressure of eighty pounds, and this car is now coupled with a second carmsay No.

25-provided with a similar tank or auxiliary cylinder under a pressure of fifty pounds. It is evident that the piston 2 in the triple valve S on car llo. 20 cannot be raised or actuated to release the brakes, except by an equal or greater pressure throughout the main pipe D, connecting the brake system on the cars 5 hence it must be assumed that the brakes are set on car No. 20. Ordinarily the pressure must be brought to eighty pounds or more to release the brakes, or else they must be released by hand.

Now,in my apparatus a lower pressure will release a higher pressure, as I will proceed to explain. The pump now started will be supposed to attain a pressure equal to or slightly greater than the lowest pressure in any tank A, on the train-in this case assume car No. 25 with fifty pounds-hence the triple-valve piston is actuated and simultaneously the diaphragm-valves A on'every car, and with them the auxiliary valves j, are moved. Thus the high pressure in any auxiliary cylinder A is overcome by means of the large area of the diaphragm-valves A, compared with the auxiliary valves j,actuated thereby. 7Thus at the moment of opening the valves j by the impulse of the diaphragm-valves A in the act of recharging one or more auxiliary cylinders under low pressure the corresponding cylinders A under high pressure are at once reduced to a pressure equal to the lowest pressure in any one storage-cylinder A. IVhen this reduction in pressure is accomplished ,and not until then, does the piston 2 in a triple valve, connected with any such cylinder A,

under high pressure rise. Vhen itis so actuated, the supply to the brake-cylinder A2 is stopped and the brakes entirelyreleased. Thus it is not necessary to raise the pressure throughout the train of all the low-pressure cylinders A in order to release one under ahigh press-I ure; but the latter can be reduced and the brakes released. Then, if desired, the pressure in the cylinders A throughout the train can be restored and maintained at any high pressure deemed most efficient.

l. In an automatic air-brakesystem,the combination 0f the vibrating diaphragm and the main valve operated thereby with a supplemental valve the stem of which is in contact with the stem ot.' the main valve, but not connected thereto, substantially as shown.

2. In an air-brake for railway-cars of the character described, the combination of the following iustrumentalities, to wit: a main valve, an auxiliary valve, a check-valve, and

IIS

l a stop-cock, the main valve being provided with an inductionpipe-connecting it with the main pipe, with an eductionpipe connecting it with the triple valve, and with a stem adapted to open the auxiliary valve, the check-valve Y being disposed between the triple valve and brake-cylinder and suitably connected therewith, the auxiliary valve disposed between the main valve and pipe connecting the triple valve and brake-cylinder and adapted to bev opened by the stem of the main valve, and the :o j, and having a leak-.opening or stop-cok, in

combination with the valve-stem L and operative mechanism therefor, substantially as described.

5. In an air-brake of the character described, the valve A, provided with the pipes D E, valve-chamber B, provided with a leakageopening or stop-cock, and vpipe H, combined and arrangedv to operate substantially as set v forth.

6. n In an air-brake of-the character described,

a main valve and an auxiliary valve, the auxiliary valve being vprovided with a leakagevopening or stop-cock, and adapted to be opened by the main valve, in combination with pipes for properly connecting said valves withv the main pipe, triple valve, and cylinder of the brake, substantially as described.

7. In a valve for'air-brakes, the flexible diaphragm f, seat r, provided with the ducts 1, screw la, nut t, stem L, spring a, disk u, and

disks d w, provided with the ducts z, combined and arranged to operate substantially as set forth.

8. In avalve for air-brakes, the section b,

provided with an induction-opening, the sec tion Z, provided with an veduction-opening, exible diaphragmj', seat r, spring a, disk u, disks w d, provided with the ducts z, screw k, nut t, stern L,V ways for said stem, and means for properly packing the same, combined and arranged to operate substantially as described.

In testimony whereof I afiix my signature inV presence of two Witnesses.

sYLvANUs R.. KNEELAND.

Witnesses:

H. E. LODGE, E. K. BovrrroN.l 

